Gas-engine.



y L. C. JACKSON.

GAS ENGINE.

APPLICATION FILED MAY 31, 1907x Patented Feb. 22, 1916.

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W/ TA/fS 55.5.

LIC. JACKSON.

vGAS ENGINE.

APPLICATION FILED MAY 31. I907.

1,l?:2,362. 'Patenfied Feb.1916.

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L. c JACKSON.

GAS ENGINE.

APPLSCATION FILED MAY 31', 1907.

Patented Feb.22,1916.

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L. C. JACKSON.

GAS ENGINE. APPLICATION FILED MAY31,1907.

Patented Feb;'22, 1916.

5 SHEETS-SHEET 4.

-L. c. JACKSON.-

GAS ENGINE. APPLICATION FILED MAY 3|, 1907.

Patented Feb. 22,1916.

5 SHEETS-SHEET 5- LUCIAN C. JACKSON, 0F BUFFALO, INEXV YQRK.

GAS-ENGINE.

Specification of Letters Patent.

Patented Feb. 22, 1916.v

Application filed May 31, 1907. SeriaI No. 876,671.

To all whom it may concern:

Be it known that I, LUCIAN C. Jackson, a citizen of the United States,residing at Buffalo, in the county of Erie and State of New York, haveinvented or discovered a certain new and useful Improvement inGas-Engines, of which improvement the following is a specification.

The object of my invention is to provide an improvement in internalcombustion engines; and it consists in a new and improved internalcombustion engine which is compact and simple in construction, with allparts readily accessible, quiet and economical in operation, and adaptedto maintain a regular and uniform rotation of the main shaft. in a newand improved valve gear and method of operating the engine when runningand in the novel features of construction and combination of partshereinafter set forth.

In the accompanying drawings which illustrate an application of myinvention, Figure 1 is a side elevation of a two cylinder gas engineembodying-my invention,

.and showing the method of operating the valves from the cam shaft andthe method of driving the cam shaft from the'main shaft through themedium of an intermediate or'side shaft and spiral gears; Fig. 2, an endelevation showing the cylinder heads,

governor and throttling valve, cam shaft,

and valve gear; Fig. 3, a top view showing the electric igniter andstarting valve and connections to the left hand cylinder; Fig. 4, asection through the engine on the line A-B of Fig. 2, showing thefly-wheel, governor and throttling valve; Fig. 5, a detail, partly insection, of the inlet valve lever used on the. left hand cylinder; Fig.6, a detail, partly in section, of the inlet valve lever used on theright hand cylinder; Fig. 7, a detail, partly in section, of the exhaustvalve lever used on the right hand cylinderv and which is the same onboth cylinders; Figs. 8 and'9, central longitudinal sections of theequalizing mechanism used on the cam shaft; Fig. 10, a perspective viewand Fig. 11 an end view of the cam shaft showing the arrangement of thecams for operating the inlet and exhaust valves.

In the drawings, 1 represents the bed of a two cylinder horizontal gasengine arranged to accommodate the flywheel 2 between the cylinders 3and 4! The valve chests 5' and 6 are formedianne piece with the Cylinderheads 7 and S. l) is the crank shaft on one end of which is mounted aspiral gear 10 which meshes with spiral gear 11 on one end of the sideshaft 12. Spiral gear 13 is mounted on the opposite end of side shaft1'2 and meshes with spiral gear 1'4 on one end of the 'am shaft 15.placed at the end of the engine bed parallel to the crankshaft 5} andunderneath the cylinders 3 and l, and on which the cams 16, 17, 18 and19 are mounted to operate the valves 20,21, 22 and 23 through the mediumof the levers 24, .25, 26 and 37. The valves 20 and 23 are the exhaustvalves and 21 and 22 are the inlet valves for the cylinders 3 andlrespectively. 28, 28 and 29, 29 are exhaust and inlet valve springs tohold the valves closed except when opened by means of the aims 16,19(till 17, 18. On the cam shaft 15 are also mounted eccentrics 30, 30

for operating the electric igniters 31, 31. The governor 3'2, operatedby means of bevel gears and 34, controls the throttling valve Cam 36 onthe shaft 15 (Fig. 2) operates the equalizing gear shown in detail inFigs. 8 and 9.

In. my plan of construction, arrangement of valve gear and method ofoperating the same I have novel and improved features of construction;The valve gear being driven as shown allows of placing the flywheelbetween the two cylinders and next to two supporting bearings which isthe nearest point to each of the cylinders. The energy from'eaehcylinder in turn is thus transferred to the flywheel and delivered toeither side of the engine with less strain on the crankshaft than byplacing the flywheel at one side. nnd an extra outboard or an overhungflywheel on each side, which in either of the latter cases causes acontinual reversalof strains through the entire length of thecrankshaft.

In Fig. 2., I show the crankshaft extending beyond the outside bearingon the left.

hand cylinder and broken off, indicating that the power is to be takenoff at that side, I but it can be taken off at either or both sides,

or by means of a belt from the "rim of'the 'flywheel. 1 My method'ofdriving the valve-gearby means of two sets of'spiral gears makes theoperation of the engine practically noiseless and at the same timeallowsme to use horizontal side and Cam shafts which operate Cam shaft 15 isin different planes. This construction is'of advantage as any convenientsize of gears can be used and still the cam shaft can be placed in themost advantageous position to operate the valves vertically in thecylinder head. As shown, the side shaft driven at the same speed as thecrankshaft and the am shatt at one half that speed. it desired the sideor intermediate shaft could be driven faster or slower than the crankshaft and the cam shaft still be driven at one half the speed of thecrank shaft and the same the engine speed, and the canis'which open thevalves timed to open the inlet valve dnring the suction stroke and toopen the exhaust valve during the exhaust stroke. During the compressionand impulse strokes the valves are closed.

Two forms of inlet valve levers are shown in Figs. 5 and 6. Theconstruction shown in Fig. 5 can be used on a cylinder so that it may bethrown out of action at any time and the engine run on the othercylinder. In this way one cylinder may be thrown out of action for anypurpose such as replacing a spark plug and without shutting down theengine. In the present instance the cylinder 4: has an inlet valve leveras shown in Fig. 5 and cylinder 3 has an inlet valve lever as shown in Fig. 6.

In F ig. 5, 38 is a handle fastened to the lever 26 by means of a screw39 on which it is pivoted. 40 is an adjustable stud screwed into thehandle 38 and locked in place by means of a set screw LL 42 is a lockbolt projecting up into a recess -17 in the handle 88 which it looks inplace. 13 is a recess in the upper end of lock bolt 42. 44 isa spring inthe end of lever 2-6 which holds the lock bolt 12 in its position tokeep the handle 38 in place. =15 is a knurled nut on. the lower end oflock bolt 42 and i'as; tened solidly to it by means of the nut 46' andshoulder 48. 49 is a small round. projection on the knurled nut 45 whichfits in a suitable hole in the lever 26.

To render valve 22 inoperative the lock bolt 42 is first pulled down bymeans of the knurled nut 45 until the projection 19 clears the bottomsurface 50 of the lever 26 when the upper end of 12 is out of the recesse7,

and then a partial rotation of the knurled nut 45 holds the lock bolt 12down as 49 rests against the surface 50. The handle 38 is now swungaround on the pivot 39 so the stud 40 does not touch the valve 22 whenthe lever 26 is operated by the cam 18. ll hile the engine is runningthe cam 18 operates the lever 26 in. its regular manner at everyrevolution of the cam shaft 15, but the valve remains closed until thehandle 38 is swung back and locked into the position shown in Fig. 5when the cylinder 3 is in regular operation.

The inlet lever for operating the inlet valve 21 for cylinder 8 (Fig. 6)has a stud 54, which is screwed into it and locked in place by means ofthe nuts 55 and 56,. The stud 5 1 is adjustable up and. down in thelever 25 by means of screw threads. The roller ends and rollers 52, 52,etc-.y'are the same on the levers .24, 25, 26 and 27. The inlet earns 17and 18 are alike and the-exhaust cams l6 and 19 are alike.

In Fig. 7'is shown a detail of the exhaust lever :24 and cam 16 which isthe same as the.

exhaust lever 27 and cam 19. 57 is a stud screwed into lever 2% andhaving a nut 58 locked in place by means of the set screw 5!). 64 'is asquared part on the stud 57 on. which the handle (33 is held by the nut65. (S2- is a pin in the lever 24 backed by the spring 61 and plug 60and which fits into a depression in the handle 63 for holding it in theposition shown. relief cam 53 is a slight raise on the back of the cam16 and which just touches the roller 52 when the stud 57 is in contactwith the valve 20 and Without raising the valve 20 from. its seat. Theraise or cam 53 is next to the roller 52 during part of the compressionstroke and to relieve the compression during this part of the stroke,the handle 63 is swung'aroun'd when the stud 57 is raised by means ofits threaded portion in the lever 24 and until the handle 63 strikes thelower surface 66 of the lever 24:.

The exhaust The raise 53 will then lift the valve 20'from its seat andallow part of the compressed charge to escape into the exhaust pipe ateach revolution of the cani shaft 15 until;

the handle 63 is again swung back to its position shown in Fig. 7 andthe nut 58 again resting on the top of the lever 24:.

99. (Figs. 8 a'nd9) is a casing having a lilange lOO by which it isfastened to the engine. 101 is a spring in the casing 99 between theadjustable plug at the top and the slide 103 at the bottom which has aand 11 show the cams and 16, 17, 1e

19 in their relative positions. As the roller 52 starts to rise on cam18 the roller 104C starts to fall on 105 of cam 36 and as roller52'falls on the opposite side of cam 18 roller 104: rises on,106 ofcam36. As shown in Figs. lO'and 11 the four cams l6, 17, 1S and 19 arespaced around the cam shaft 15 to open and close :first one valve andthen another for the proper operationof the englue and consequentlyspring 101' equalizes each of the valve springs in turn.

The valve springs 28, 28 and 29, 29 exert considerable pressure on thecam shaft when the valves 21, 22, 23 and 2d are opened and closed,andthis pressure is reversed during the rise'and fall of each valve. \Vhennot equalized, this continual reversal of pres sure on the cam shaftthrows it forward and back an amount equalto the clearance in the teethof the gears 13 and 1d and also acts in the same manner on the sideshaft 12. Th s vibration of the cam shaft is not noticeab e except bythe jumping of the governor which is objectionable as impairing itssensitiveness and reliability. By the use of the equalizing mechanismdescribed the pressure on the cam shaft- 15 and side shaft 12 andconsequently on the gears 13, l4, l0 and 11 can be reduced to a verysmall amount and made to act-always in one direction so a governoroperated either from the camshaft or side shaft would not be subjectedto vibration.

I claim as my invention and cure by Letters Patent 1. In a gas enginehaving a combustion chamber, an inlet valve to control the. inletopening to said chamber and a valve gear to operate said valve,saidvalve gear includ ing a lever for operating the inlet valve, saidlever having a contact member for opening the inlet valve and beingadapted to be moved into-and out of operative position with saidvalve. Y4

2. In a gas engine having a combustion chamber, an exhaust valve tocontrol the exhaust opening to said chamber and a valve gear to operatesaid valve, said valve gear including a lever for operating the exhaustvalve, said lever having a contact member for opening the exhaustvalve'and being desire to seadapted to be adjusted whereby the exhaustvalve will be partially opened on the compression stroke of the engine.

3. In a gas engine having a combustion chamber, inlet and exhaustvalvesto control the inlet and exhaust openings to said chain-- her and avalve gear to operate said valves,

member to open the exhaustvalve and adapted to be adjusted whereby theexhaust .valve gear to operate said valve, the valve operative end ofsaid gear having a contact member locked in operative position andadapted to be unlocked and moved out of operative position with saidvalve.

5. In a gas engine having an inlet valve, a spring to hold said valveclosed, valve gear to operate said valve against the action of saidspring, the valve operative end of said gear having an adjustablecontact member locked in operative position and adapted to be unlockedand moved out of operative position with said valve.

6. In a gas engine having an inlet valve, a sprin to hold said valveclosed, valve gear to operate said valve against the action of saidspring, said valve gear having an adjustable contact member locked inriperative position to open said valve and adapted to be unlocked andadjusted to vary the amount of opening of said valve.

7. In a gas engine having a combustion chamber, a valve. valve gear tooperate said valve, said valve gear having an adjustable contact memberlocked in position to operate said valve and adapted to be unlocked andmoved out of operative position with said valve, and'a cam shaft drivenby means of spiral gears. v

8. In a gas engine, a. cylinder having a combustion chamber, a valveadapted to control an inlet port into said chamber, a valve mechanism tooperate said valve, said mechanism consisting of an intermediate shaftand a cam shaft drivenahv means of spiral gears, a lever for operatingsaid valve by means of a cam on said cam shaft, a pivoted handle on thevalve operating end of said lever with an adjustable valve contact stud.

and a s ring actuated lock for holdin said i 23 actuated locking pin forholding said contact stud in normal operative position.

In testimony whereof I hereunto affix my signature in the presence oftwo Witnesses.

I LUCIAN C. JASKSON.

Witnesses CHARLES R. SHUrrLnWon'rH,

lilannr. J. SHUTTLEWORTi-I.

